Relief-valve for steam-cylinders.



J. H. COYNE & J. J. WORDEN.

RELIEF VALVE FOB STEAM CYLINDERS.

APPLICATION FILED JAN. s, 1013.

1,1 10,378. Patnted Sept. 15,1914.

3 SHEETS SHEET 1..

J. H. GOYNE & J. J. WORDEN. RELIEF VALVE FOR STEAM CYLINDERS.

APPLICATION FILED JAN.8, 1913.

Patented Sept. 15, 1914.

3 SHEETS-SHEET 2.

J. H. COYNE & J. J. WORDEN.

RELIEF VALVE FOR STEAM CYLINDERS.

APPLICATION FILED JAN.8,1913.

1,1 1 0.378. Patented Sept. 15,1914.

3 SHEETS-SHEET 3 died this. trouble.

nnrrnn sTA'rEs EXLFENT OFFICE.

JOHLN' HEBEB COYN'E, OF TORONTO, AND JOSEPH JAMES NORDEN, OF ST. TI IOJlIIAS,

ONTARIO, CANADA.

BELIEF-VALVE FOR STEAMCYLINDERS.

Specification of Letters Patent.

Patented Sept. 15, 1914.

Application filed January 8, 1913. Serial No. 740,780.

To all whom. it concern:

Be it known that we, JOHN Henna Corns, a subject of the King of Great Britain, re? siding at Toronto, in the Province of Ontario and Dominion of Canada, and Josnrn JAMEs WORDEN, a subject of the King of Great Britain residin at St. Thomas, in the Province of Ontario and Dominion of Canada, have jointly invented certain new and useful Improvements in Relief-Valves for Steam-Cylinders, of which the following is a specification.

()ur 'invention relates to mechanism for supplying saturated steam to the cylinders of locomotives using superheated. steam while drifting. Atthe present time many railroad companies are fitting their locomotiveswith superheaters, since the advantages of superheated steam have been found in practice to be very great. When working on saturated steam there is always sulficient :free moisture present to provide for lubrication of valves and cylinders. IVith superheated steam anew problem-arises on account of the lack of moisture. The steam is superheated until it becomes little more than a dry gas at a higl'r temperature, and,

r in consequence, the packings are burned and cylinders and valves scarred because of'lack of moisture for lubrication. It has been found that saturated'steam admitted to the cylinders while the locomotive is drifting, or' running idle, has in some degree reme- Heretofore, manually operated devices have been proposed, and to some extent, used, for'this purpose; and some mechanisms intended to be automatic in character have also been proposed. So far as we are aware, however, these automatic devices have depended upon atmospheric pressure to directly and immediately eiiect an opening of the saturated steam supply valve, as well as required the presence of checlcvalves'; and owing to the great difference between atmospheric pressure and the high boiler pressures maintained on modern locomotives, a dependonce upon atmospheric pressure alone to do this work is unsatisfactory, as requiring a high vacuum and a piston or diaphragm of considerable diameter to overcome the fric tion of pistons, packing rings, 81113., and insure a satisfactory workingof the apparatus.

Our present invention relates to relief vaive mechanism of the automatic type, and I with a series of holes 23 to admit atmos- 110 has for its main object to provide an! improved mechanism more sensitive and reliable in its operation than any heretl'ifore produced, and one which shall not require a system of check valves or-a high vacuum to make it operative.

Qur invention, in two practical forms in Which it may be embodied, is illustrated in the-accompanying drawings, in which Figure 1. is a vertical section through our improved valve taken on the line 1--1 of Fig. Q, and showing also a steam cylinder and v-alve-cl1est, with a pipe connection from one end of the latter to the relief valve; the parts being shown in their normal or idle position. Fig. 2 is a section at right angles to that of Fig. 1 on the line 22 of Fig. 1. Figs. 3 and l are views similar to Figs. 1 and respectively, but showing ,the parts in working condition. Figs. 5 and 6 are views corresponding with Figs. 1 and 2, respectively, and illustrating a modified form ofthe invention.

Refer first to Figs. 1 to 4 inclusive, 5 designates a cylinder closed by heads or'caps (l and 7. and having cast integral therewith one .wall 8 of a diaphragm chamber 9, the

other wall of which is constituted bva cap or cover 10 secured to the wall 9b screws 11. Within the diaphragm chamber 9 is ;moun'ted a diaphragm 12, which is clamped by a nut 13 between the diaphragm plate 1;

and a washer 15 on a diaphragm stud l6. This stud has a shdingheariphragm is normally held cans of a coil spring 18 surstud 16, one end of said collar 19' through which the stud 16 passes, and which is screwed into an internally threaded boss 20 on diaphragmcover 10, the outer end of said collar receiving the spring cap 17. The outer end of spring 18 abuts against a flange or collar 21 on stud 16; and the force of the spring 18 may be adjusted at will by loosening the cap 17, and turning: the. collar 19 by means of a key 22, after which the cap 17 is jammed down sufficiently to lock the collar 19 against turning. The diaphragm cover 10 is provided pheric pressure to the outer side of the diaphragm. The diaphragm chamber 9 is connected by a port 24 to a pipe-socket 25 formed in the lower portion of the diaphragm wall 8; and from said socket a pipe connection 26 extends to and communicates with one end of the valve chest 27 of a loccmotive cylinder 28.

\Vit-hin the casting which forms the dia phragm wall 8 and cylinder 5, and beneath thelatter, is formed a control-valve chamber '29, in which is located. the control-valve 30 kept normally closed by a spring 31. The stem of valve 30 extends through the valve seat into the diaphragm chamber 9 to such an extent that its end just misses the inner end of the diaphragm stud 10 when the latter is in the normal position shown in Fig. l.

On the upper side of the cylinder 5 is an internally threaded boss 32 that receives a steam pipe from the boiler supplying saturated steam; and on the lower side of the cylinder 5 directly opposite the boss 32 isa cored passage 33, with the lower end of which communicates a pipe 34 that leads to and communicates with the steam cylinder 28, preferably tapping the latter centrally thereof, through a port 35 as shown in Figs. and 3. \Vithin cylinder 5 is a cylinder lining 36 that is formed with ports 37 in its upper side registering with the boss 32, and with a port 38 in its lower side that registers with the upper end of the cored passage 33.

Slidably mounted in a slideway 39 formed in the lower side of the bushing36 is the saturated steam supply valve 40..

\Vithin the cylindercap 6 is a lining 41; and within the chamber formed by the linings 36 and 41 is mounted a differential pis ton unit comprising a smaller piston 42 that travels within the lining 41 of the cylinder cap 6, a larger piston 43 that travels-within the somewhat enlarged outer end portion of the lining 3G, and a connecting stem 44. On the piston atom are formed shoulders 45 and .6 that engage opposite ends, respectively, of the slide valve 40 to actuate the latter, the former in the opening movement and the latter in the closing movement of said valve. The outer face of piston 43 is re cessed to receive. one end of a coil compression spring 47, which latter is supported on a hollow stud 48 secured to the end cap 7, and abutting at its outer end against the latter. In the outer end of the cylinder cap (3 is a vent opening 49 terminating at its inner end in a valve seat 50 that is normally closed by a valve 51 carried by the smaller piston 42 and pressed outwardly by a spring 52.

The steam supply valve 40 is formed with upwardly extending sides 40' straddling the mntral portion of the piston stem 44; and

between said side Walls, at the ends of the latter, are mounted pins 53 that support a bow spring 54 that bears on the upper side of the cylinder lining 36, and holds the valve 40 to its seat.

In the lower side of the cylinder wall 5 is a cored passage 55 that communicates freely at one end with the controlvalve chamber 29. This passage 55 communicates by a port 56 with the outer end of the cylinder in which the larger piston 43 operates, and also communicates by a much smaller port 57 with the inner end of said cylinder.

The operation of the apparatus is as follows. The normal oridle position of the parts is as shown in Figs. 1 and 2. In thisposition, the differential piston unit.is in equilibrium, owing to the fact that. the boiler pressure existing between the two pistons finds its way to the outer face of the larger piston through port 57, passage 55 and port 56, and to the outer face of the smaller piston by leakage around the piston ring of the latter. The spring 47 acts to keep the piston unit and valve 40 in normal position and prevent said parts from jarring back and forth. As soon as the throttle of the engine is closed and the latter begins to drift, a vacuum is formed in the engine cylinders, and the suction created thereby is transmitted through the valve chest 27, pipe 26, socket 25 and port 24 to the diaphragm chamber 9. Atmospheric pressure acting through the holes 23 upon the outer face of diaphragm l2 forces the latter over to the position shown in. Fig. 3. This opens the control valve 80, which releases the pressure on the outer face of the larger piston 43 through port 56 and paiwage 55 much faster than the-pressure"between the pistons can be reduced through port- 57, owing to the greater size of port '56. A condition thus arises in which substantially boiler pressure exists between the pistons and on "\e outer face of the smaller piston, while substair jtially atmospheric pressure exists on the outer face of the larger piston. This forces the piston unit to the right, to the position shown in Fig. 4, carrying the slide valve 40 with it, and uncovering the port 38. This movement of thepiston unit, of course, at

the start opens the vent port 49 reducing the pressure on the outer face of the smaller piston to atmospheric pressure; but as the larger piston is about twice the area of the smaller piston, thercsult is to continue the movement of the piston unit'to the right and maintain it in that position so long as the suction in the diaphragm chamber is maintained. Sathratcdsteam is thus allowed to How freely through port 38, passage 33, pipe 34 and port 35 to the engine cylinder 723, in sutiicicnt quantities to *ubricate the latter.

This continues until the suction in the diaphragm chamber 9 ceases, due to eilhcr vim shipping o? llopcniug oi inc lhrolllo ulkcr the spring 18 will movc. rho liaphragm l2 and slud ll) liacl: inlo norm position, thus permitling spring :ll to Closc control-valve '50, which will allow pressureto again accuuiulaicon the right of the larger pislon 43 until it.is sullicicnt, wilh l'hc cnrrgv of spring 7, to shift the piston unit. bar... i the normal position, thus closing lllc, s1 ply port 38 and the vent 4-9. and rosloring she parts to nornnll idlc position I; will lhus lie sec" lhat ll"? dil fcrcnlial pislonnnimndits 'ndcrconslilulcinellcct a normal v idle steam motor for acrnaiving the valve that controls v[he supply of saturated steam to the steam cylinder. and that. the control valve. diaphragm, diaphragm chamber atrium chcsl conneclion lo the lat ter. and dlllercnual steam ports (56 and 5) and limit. common Cl illllllllllllllllllll to the diaphragm chamber m-ipcralivol con-- stitutc a means for controlling: tho opcrzion of the said steam motor filia is Pl in operation upon the crcaiion of vion or vacuum effect in die enginc cylinder. ll will also be manifest thal. the diaphragm chanr her. diaphragm, and aliaphragnn stud constilute in 'cfiecl a normally idle diaphragm motor; called into action by a. suction or vacuum effect. in the engine cylinder, for opening the control valvc. that. in turn,

overns the posit-ion and movements of the differential piston unit.

It may hero he noted that the valve 51 carried by the smaller piston is provided simply to prevent any leakage of steam from the apparatus when it is in its normal idle position, in which it. romaine the greater part of For: lime. vulvc has no cfiect on the operation of this devi and might be omitted in so far a it :s.'ll'c(:"s the theoretical rwliicll case working. although. of coursc. l'l c vcnf, 49

is ossol'nial in order lo cllcct l lhlilYQ. (flosof tlzc slide. valve ill. 'l'l'io dilloront purl"; of rhc apparatus have horn so a ranged as to o a hydraulic giw l sin-h that the condcns iili n in lilo various churnhcrs, ports and passage wars of the struclure will work downward and out through the suction pipo 23.

Figs. 5 and (3 illustrate u slightly modified and simplified. form ol the invention, which cm loys the some diaphragm control, but rop aces the horizontal slide valve and differential piston unit. by a vertically disposed valve and piston unit. and wherein the smaller piston 1 nd ill-c val e controlling the natural-ed slcazn cupid arc conzliincd in a rlnglc. structure. In ligurcs 5 designatcs tlic cylinder oi tho dill rential piston, T tho ii-cad cl I upper cud thereof and ci' ulainins wing it? which bears re of the larger pis o 1tcord passageway that motive or tin: l communicates at its lower end with controlvalve chamber 29, and, by relatively large and small ports 56 and 57 with opposite sides of the large piston 43'. 32' designates the internally threaded boss that receives a steam pipe from the boiler supplying saturated steam. The lower end of the vertical dill'crential piston cylinder 5' communiczlrcs directly with the saturated steam suppl pipe 34: and in the lower portion of cylinder 5", below the lateral steam supply port thercof. fitted a valve seat 58 that coopcratcs with a valve 59 formed on the dillerential valve stem ll, which-valve 59 combines the functions of the smaller piston 42 and the slide valve 40 of the construction previously dcscrilocd and shown in Figs. 1 to 4 inclusive. When the piston unit of this construction is in the normal idle position shown. in Fig. 6, the excess Steam prcssu-t'o on the upper face of the. larger piston 43' holds the piston unit in such normal idlev position in which tho saturated ration: supply is cut oil by the .valve 59. "he valve 539 opens under a suction cllect created in the diaphragm chamber. when the engine is drifting in prccisely the same way as (lBSCllllCQl in connection with the form of the invention shown in Figs. 1 to 4 inclusive. tended to have the same luncnon and ac- Althoogh the valve 59 is intion as tho smaller piston l2 of Figs. 2 and 4, it will. of course be in the steam current while open; and since the piston unit suhslantiall v in equilibrium (except for gravity) when the valve is open and after the suction has ceased through stopping of the loconmtive or closing of the tin-viable valve. spring 47 is en'lploycd to effect a prompt and positive closing of the valvc. This last described form of the invention is sonicwhat simpler than the first dcscrilicd fo m in that tho saturated steam supply valvc and smaller piston of thc lill'crcntinl ns-ion unit arc couiliined structurally and functionally. and tho vcnt 4 and valve Ill controlling Lhc same. shown in Fig. l. are (,lisponscd with. lnsccad of saturated steam. our improvcd rclicl' valvc might he used to handlc boiler water which could be sprayed into the. engine cylindcrs for the purpose of cooling them and furnishirng luln'ication.

It will be evident to those skilledin the art that the various details of structure and arrangement as herein shown and described might be somewhat modified without involving any departure from the principle of tho invention or sacrificing any of the advantages thereof. Hcnco, we do n t; limit the invcntion to the exact details shown "and described except to the extent clearly indicated in specific claims.

o claim- 1. In a relief valve mechanism for steam l d o cylinders, the combination with a conduit for saturated steam between the boiler and steam cylinder, of a valve controlling said conduit, a differential-piston motor for actuating said valve, the piston unit of said motor being constantly subject to boiler pressure on both sides of both piston heads there of and normally in equilibrium thereunder, and means set in operation by a suction effect in the engine cylinder for destroying the condition of equilibrium of said piston .init.

2. In a relief valve mechanism for steam cylinders, the combination with a conduit for saturated steam between the boiler and steam cylinder, of a valve controlling said conduit, a differential-piston motor for actuating said valve, the piston unit of said motor being constantly subject to boiler pressure on both sides of both piston heads thereof and normally in equilibrium thereunder, a control valve governing the position and movements of said differential piston unit, and a normally idle diaphragm motor called into action by a suction effect in the engine cylinder for opening said control valve.

3. In a relief valve mechanism for steam cylinders, the combination with a conduit for saturated steam between the boiler and steam cylinder, of a valve controlling said conduit, a differential piston motor for actuating said valve, the piston unit of said inotor being constantly subject to boiler pressure on both sides of both 3 ston heads thereof and normally in cquiiil *rum thereunder,

a spring actingfupon said piston unit to prevent jarring thereof and maintain the same normally in valve closing position, a control valve governing the position and movements of. said differential piston unit, and a normally idle diaphragm motor called into action by a'suction effect in the engine cylinder for opening said control valve.

4. In a relief *alve-mechanism for steam cylinders, the combination with a conduit for saturated steam between the boiler and steam cylinder, of a valve controlling said conduit, a differential piston motor for actuating said valve, the piston unit of said motor being constantly subject to boiler pressure and normally in equilibrium thereunder, a diaphragm chamber, a diaphragm therein exposed to atmospheric pressure on one side thereof, a suction pipe from the enginecylinder communicating with said diaphragm chamber on the other side of said diaphragm, a passage leading from said diaphragm chamber and communicating with the cylinder of said differential piston motor on opposite sides of the larger piston thereof through relatively small and large ports, respectively, a spring acting on said diaphragm in a direction to oppose atn1ospheric pressure thereon and a control valve in said passage adapted to be opened by said diaphragm under atmospheric pressure upon the creation of a suction effect in said suction pipe.

5. In a relief valve mechanism for steam cylinders, the combination with a conduit for saturated steam between the boiler and steam cylinder, of a valve controlling said conduit, a differential piston motor for actuating said valve,-the piston unit of said motor being constantly subject to boiler pressure and normally in equilibrium thereundcr, a diaphragm chamber, a tiliaphragm therein exposed to atmospheric pressure on one side thereof, a suction pipe from the engine cylinder communicating with said diaphragm chamber on the other side of said diaphragm, a passage leading from said diaphragm chamber and communicating with the cylinder of said differential piston motor on the inner and outer sides of the larger piston thereof through relatiiely small and large ports. respectively, a diaphragm stud secured centrally to said diaphragm, a spring engaging said diaphragm stud in a direction to oppose atmospheric pressure on said diaphragm, and a control valve normally closing communication between said passage and said diaphragm chamber, said control valve having a projection adapted to be struck by the inner end of said diaphragm stud to unseat said control valve under the action of atmospheric pressure on said diaphragm upon the creation of a suction effect in said suction pipe.

JOHN HEBER COYNE. JOSEPH JAMES VVORDEN. Witnesses JOHN O. CHAPIN, EDNA A LIEBIG. 

